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V6

The idea behind buying was simple – needed an automatic transmission vehicle as 95% of my drives are self-drives with many of them involving snarling traffic at times. SFX was getting a decade old and getting spares of Aria after Hexa launch was going to get even more cumbersome. Both the vehicles were put-up for sale.

Apart from the automatic transmission, there were some other key considerations as well in the order of preference below:
i. Should be new and body type should be SUV only.
ii. Should be spacious as travelling with entire family with kids in their car seats requires lot of space.
iii. As the AT necessarily becomes the primary vehicle, having a 4x4 would give added peace of mind.
iv. Service cost should be easy on the wallet.
v. Value for money.

I considered the following vehicles:

A. Ford Endeavour 3.2 Titanium: The first test-drive without the family was pretty short but covered all the aspects including broken tarmac. It was compensated by the demonstrations of most of the features including automatic Parallel Park. But the ride was a bit bouncy.

B. Toyota Fortuner AT 4x4: Sampling it straight after the drive of the Endeavour, as I look-up to see the sky from the bouncy seat driving a comparatively lethargic engine gearbox combo, it was a no brainer.

C. Toyota Innova Crysta: An SUV has to have 4x4 but considering we could compromise this, we looked at the Innova Crysta which in my opinion is better alternative to Toyota Fortuner 4x2 AT. The ride was plush and the handling was good but Toyota has messed up with the features in the models in the AT variants. The G variant lacks everything comfortable and the Z variant is overpriced while forcing upon captain seats for the middle row.

D. Audi Q3: Considered on paper just because of the brand value but never took the test-drive as the cabin space was pretty less which didn’t go with my requirements. Also, compared to the similarly priced Audi A4, the interior was nothing to write home about.

The Ford Endeavour 3.2 was natural winner and with Ford pulling the plug on the Trend variant, the choice was even clearer leaving the Titanium variant as the clear winner.

Leaving apart the test drive mentioned above, the family sampled the Endeavour 3.2 Trend once (due to dealer goof-up inspite of specifically asking for 3.2 Titanium and then justifying it with a nonsense response which was escalated) and the 3.2 Titanium thrice on road and once in showroom. Still, the ride was found to be a bit on the firmer side compared to Pajero Sport but we decided to go ahead.

Finally, the sale of Aria and the SFX couple of days apart cleared the way for purchase but the very next day, the GST slabs were announced. It was a no brainer to wait till July while being in touch with dealers incase any discounts popped-up.

01 July came and went by but the official prices were revealed on 07 July 2017 by the dealer. Waited for the same to be updated on the website after which started looking for the best deal. A good friend from Aria days was now heading both Tata and Ford dealership in NCR and after confirming the availability of colour from his team and verifying the VIN for SYNC3 + navigation, a short call at wee hours and we reached a number for discount without haggling. A message on whatsapp was enough for them as a confirmation of booking as there was no way to transfer any payment and next 2 days were Saturday and Sunday.

The dealership experience, although not entirely smooth, was good overall. Reached there by 10am, did the PDI at their workshop which was near-by. By 11am, the go-ahead was there to both the dealer and the bank but finally got the delivery on 10 July 2017 quite late in the evening due to a small hiccup in the complimentary paint protection coating.

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The initial ownership might look like a detailed one as there is no official review and having a Pajero Sport at home there is bound to be a comparison. This review would focus solely on the Ford Endeavour 3.2 Titanium with SYNC3 having in-built navigation.

Exterior and Design: One word – Masculine. In the modern times when curves and cut are the in-thing, Ford has decided to go with simple, squarish and butch looks. With the straight and high-set bonnet, the front is very much intimidating for other road users. In an era when the headlights and grill are getting sleeker by the year, Ford has decided to ditch the trend and offer a massive grill and proportioned headlights. The front fog lamps are deep set for added protection. The DRL have variable intensity glow – when a door is opened, they light in a dim fashion but when the engine is turned on, they are at their maximum intensity. They dim again when the parking or low / high beam is turned ON and disable for the side on which turn indicator is used.

Front

Front Three Quarter

Top Shot

DRL Glow

From the side, the XL size vis-à-vis the competition goes well with the proportioned dimensions, wheelbase and rims which fill-up the arches nicely. The design of the R18 alloys is also nice and it gets a dual tone effect. The sides are all sheet metal and there is no fake plastic body or wheel arch cladding. The glass area, through limited, gels well with the lower line of the bonnet which forms a crease till the rear. The side grill, which internationally can be used for routing the snorkel, tells the story that either an engine or a mammoth lies beneath the hood. Also, the rear spoiler blends with the sloping roof though the rear mounted antenna could have been shark-fin type. Chrome on the sides is tastefully done on the foot steps, ORVM, pull-out type handles and fender grill.

Coming to the rear, from the looks perspective it blends with the rest of the exterior but seems to be toned down a couple of notches on masculinity. The loading lip is high set as compared to Pajero Sport. The aero kickers on the sides give the impression of a wrap-around tail gate glass. The chrome strip with the model name embossed connects the two tail lamps and with the clear turn indicator and reversing lamp gives the impression of running across the entire rear width when viewed from a distance.

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Interiors (Front): To get inside, you need to open the vault rivalling doors and then climb-on. For getting in, there are grab handles on the pillar as well. Closing process again reminds you of the heavy weight of the door being closed which shuts with a solid and reassuring thud. As you get seated in the driver’s seat, you are greeted by the SYNC3 system coming to life and greeting with the Ford logo animation.

The squarish theme continues on the inside as well with the dashboard being divided by 3 colours. The lower part is beige, the area around the vents which extends to the door handles is grey and the top of the dash is leather wrapped in brown / chocolate with contrasting double stitch.

The interior is draped in leather. The front seats offer right amount of bolstering and are good on comfort. The driver’s seat is 8-way electrically adjustable but I find the headroom to be a bit short as I like to sit on raised chair. With the Pajero Sport, even with the seat raised to full, I have about 2 inches of headroom left but that’s not the case with the Endeavour. Steering reach adjust is absent but it is not a hindrance for me as I don’t prefer the laid back position. But once settled down in the driving position, you are towering over everything else and enjoying a commanding view ahead. The driver seat also gets manual lumbar support. The front pillars are a bit wide and you need to exercise caution with the high bonnet. The front parking sensors, which activate automatically at low speeds, do help massively in manoeuvring. The rear pillars are massive and reversing requires the help of both the camera and sensors. The steering is a delight to hold – it’s just the right size. The buttons are clearly laid out and are easy to use.

What’s lacking though is the illuminated key slot. What impresses is the level of natural lighting and feeling of airiness allowed by the Panoramic Sunroof once the shade is open. Further, there is dual zone climate control at the front and the driver and passenger can set their individual temperatures. The air-conditioner is a chiller.

Complete Dash

Front Seats

Front Dash extension on the door

Steering Wheel with a glimpse of instrument cluster

Difference in cabin lighting from sunroof

The instrument cluster is a blend of sci-fi with analogue. The centre is adorned by a big analogue speedometer while is an information display on either side. The font size on the speedo is large and the illuminated needle looks fantastic. The gear selector position is below the speedo.

Instrument console

Dual USB, Terrain Management System and buttons for various functions

Storage space with tray for coins under armrest

Glovebox

Front cup holders with removable ashtray

The left display shows information related to Entertainment (Red theme), Navigation (Green theme) and Phone (Yellow theme). On the bottom, the outside temperature, heading direction and time are displayed.

Different menus of left screen

The right display can be customised to show Display mode, Trip computer, Fuel economy, Driver assist and Settings. Under the Display mode, you get host of information in form of Digital Speedo, Distance to E, Off-road gauges, Power distribution gauge (which changes the torque transfer in real time) and an analogue Tachometer. There are 2 Trip computers which show the respective distance covered, average FE and ignition ON time. The Fuel Economy mode can display instantaneous FE, graph of FE history and average speed, all since last reset. Various settings for driver aids, MyKey and display options (including units) are available.

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Interiors (Rear): The rear is again impressive with good amount of legroom. The under-thigh support is shorter by a whisker as compared to the Pajero Sport but is evident. The seats can recline and have a 60:40 split with the middle passenger also getting 3 point seat belt. However, the seat belt buckles are always protruding from the seats above the seat surface which does not look good. Also, the hump in the floor is an inch higher as compared to Pajero Sport. There is a generous amount of slide though incase the available leg room needs to be shared with the 3rd row passengers.

The Panoramic Sunroof extends all the way to the rear seats which lifts the aura of the cabin with the shade in open position. Because of the massive sunroof which is quite wide too, the air conditioning vents for the middle row are placed in place of roof mounted grab handles. There are grab handles on the pillar though to ease the process of climbing.

The best part is that the rear passengers get their own air and temperature control for the HVAC. This theoretically makes it a 3-zone system. The middle row passengers also have the option of directing air to their feet – nifty touch.

Middle row

Protruding seat belt buckles

Floor hump

Sliding middle row (in extreme position)

Panoramic sunroof view from rear

Dedicated HVAC control for rear passengers

Access to the 3rd row is a bit tricky as the seats don’t tumble forward but there is just about enough space to get in and out after tilting+sliding the middle seat forward with a single lever. The head space is limited by the sloping roof and the leg space is just about adequate. The latter can be increased if the middle row passengers are in a good mood and slide the middle row forward.

Boot space with the 3rd row up is more than adequate for couple of cabin bags and folding the same, via dedicated switches for the electrically operated 50:50 split seats, liberates huge amount of space. Folding the middle row back liberates massive space and the loading bay is straight from the boot till the back of front seats.

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Features: A question to ask here is does it miss out on anything imaginable apart from the Engine Start / Stop button (which personally I find a pain if the keyfob is forgotten to be handed over to a valet at a Hotel).

Safety first – by now those who watched Champions trophy must have learnt by heart that Ford is serious about safety. The Endeavour gets 7 airbags – for Driver, front passenger, curtain, side and driver’s knee. The usual electronic aids in form of ABS + EBD + ESP + TC are also there. The Ford MyKey is a nifty feature which lets you configure the key to say limit the maximum speed when handing the vehicle over to someone else. Then there is the Hill launch assist and Hill Descent control. To go a step further, the seatbelt reminder (applicable for both driver and front passenger) would must the audio until the belts are buckled-up. Still, incase of an accident, there is Emergency Assistance which reaches out to two preset contacts. The tyres are equipped with Tyre Pressure Monitoring System. For the safety of the Endeavour itself, there is the Volumetric Burglar alarm system which senses for any motion inside the vehicle once active.

Sensors for the Volumetric Burglar alarm system

Exterior – The low beam is HID (self levelling, but set too low) while high beam and fog lamps are normal halogen bulbs. However, Ford has removed the headlight washers since April 2017. The rear spoiler has high mounted stop lamp and there is subtle use of chrome on the exterior on fender grill, ORVMs (with integrated indicator and puddle lamp), door handles, side steps, front grill and a strip tail gate.

Panoramic Sunroof for the lovely view

Control for the Sunroof with lights

Rear spoiler with aero kicker

Puddle Lamp in ORVM with extreme portion of mirror having added curvature

ORVM in closed position

Moving to the Interior – there is leather everywhere including the top of the dashboard. There is a Power outlet for each row. The driver seat is power adjustable with manual lumbar adjustment. The 50:50 split 3rd row of seats are individually electrically foldable and the tailgate is powered as well (the latter operable with transmission in P mode only). There is multicoloured ambient lighting (for front seats only) and chrome interior door handles with scuff plates (again front only).

Lighting colours

Lighting in the door handle

As far as Comfort is concerned, all the windows get one touch up & down with defogger for rear window and heated ORVMs. Incase global feature is enabled, all the windows and sunroof tilt (with it’s sunshade) can be opened or closed using the remote. There is Dual zone front HVAC with separate controls for rear HVAC for both air, temperature & direction control. The front wipers are rain sensing and rear wipers have intermittent function. There is Voice command control which switches to Google Assistant or Siri in Android Auto or Apple CarPlay respectively. The IRVM is auto dimming type and the Rear camera is equipped with dynamic grid lines having a centre line for helping in trailer attachment as well. The rear camera can be configured to have a delayed turn-off which if enabled would turn-off the rear camera once the speed goes above 10 kmph in forward mode. The rear camera is complemented by 4 rear parking sensors, 4 front parking sensors and 2 parking sensors on the side of the front bumper. All these sensors activate automatically at low speeds to warn about impending closeness with other road users which can be disabled. There is Cruise control which can be activated above 30 kmph and speed limiter is also present. The Semi-Auto Parallel Park assist is operable for either left side or right side parking selected via turn indicator. To top it all there is the Panoramic sunroof and once all the windows are closed, there is the Active Noise Cancellation resulting in a silent cabin. Phew.

Light controls, control for Power folding ORVM and tail gate operation button

One of the mic for the active noise cancellation

Individual buttons for the powered folding / unfolding 3rd row seats

Tail gate close button

The SYNC3 with navigation Infotainment system is feature rich and would require a dedicated post. As an overview, it comprises of 4 pairs of door mounted speakers + tweeters, 1 centre speaker on the dashboard and 1 sub-woofer on the rear-left end of boot. FM, AM, Bluetooth streaming or playing songs via Android Auto or Apple CarPlay. The climate control for the front as well as rear can also be controlled using the system. There is even an option to lock the rear controls and render them in-operational. The Bluetooth connected phone can be controlled via separate menu. There is built-in navigation. The Mobile apps works to enable compatible apps (installed on phone) to be available via Voice command button.

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SYNC3 Infotainment system: Open the door and the SYNC3 system comes to life and greets you with the Ford logo animation. The home screen is divided into 3 menus with top and bottom navigation bar present on all the screens except when Android Auto is in use. The left half is dedicated to Audio while the right half is again divided into 2 part – top showing the magnetic compass and bottom phone status. The display in night turns to black theme.

Ford Logo

Home Screen

Climate Control screen at night

Clicking the Audio icon opens the last played source. Incase USB or Bluetooth streaming is used, the album cover using Gracenotes (updated via on-board WiFi) or on the Bluetooth source respectively are displayed. Tapping on Sources reveals all the audio sources available at the moment. In the image below, MapmyIndia Map is listed as a source as the Applink detects the app installed on phone and voice commands can be used after selecting this source.

Audio page

The Climate control can be controlled using the dedicated buttons or by tapping the Climate icon on the screen. If the ignition is OFF, the controls appear greyed out. With the ignition ON, the last status is restored. Turning it ON / OFF can be done via the centre button for the same on the top. Once turned ON, the icons are blue filled to denote ON status and blower speed shows as white filled bars. Tapping the DUAL icon on the Top Left enables the dual control for both the front seats. Incase the blower or temperature is adjusted with the buttons on the dashboard, overlay animation is displayed on screen. The rear blower speed as well as temperature of the rear cabin can be adjusted via the display by tapping the REAR icon which opens the controls overlay. The physical controls at the rear can be disabled if Rear Lock is enabled.

Climate page

The Phone icon opens the phone sub-menu. The system is capable to read out text messages. With the phone connected, the voice commands to dial a particular contact or dial a spoken number also function.

Phone page

The Navigation icon opens the menu for the same. Navigation had been added to SYNC3 since April 2017. After displaying the usual warning prompt to which OK needs to be pressed, you are shown the current location on the map. Clicking on the bottom left arrow icon showing heading opens the Trip Computer showing GPS measured speed, Altitude and Heading.The 3 horizontal bar icon on bottom right opens the navigation menu via which routing can be selected. The Useful Information icon opens up the submenu via which you can see the current lat-long coordinates or get other info.

Navigation page with trip computer and main menu

Navigation sub-menus

The Mobile apps page shows the compatible apps installed on the phone. Among the other compatible apps, the SYNC3 could recognise only 2 – AccuWeather and MapmyIndia Map. Below picture shows the AccuWeather info which can be asked via voice command as well.

Mobile apps page with AccuWeather app

The final icon takes us to Settings page. The settings are spread on 2 pages as you can change the settings for sound, clock, Bluetooth, phone, ambient lighting etc. The WiFi submenu can enable you to connect to a WiFi hotspot for the SYNC3 system to update if there are any. The Valet mode is good to have if you don’t someone playing out with the system. Just enter your choice of code twice and the system locks out.

Settings

The SYNC3 system switches to Android Auto or Apple CarPlay as soon as the phone meeting the requirements is connected via USB cable. My review is limited to Android Auto.

The first screen which pops-up is the home screen which shows the audio last played / currently being played and host of other notifications pending on the phone (for privacy, the same have been hidden).

The voice command changes to Google Assistant and asking it to ‘Play Pink Floyd’ obliged with the right result and song playing instantaneously. The dedicated music button shown as the headphone icon at the bottom of the navigation bar can take you to the Google Play Music page.

Google navigation is useful as it can help with traffic avoidance. There is a separate page for the same

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Engine and Performance: There is no replacement for displacement. Period. For the technically inclined, the 3.2L Duratorq TDCi Puma series engine is 3198cc, Five cylinder, long stroke motor putting out a healthy output of 147 kW (200 PS) @ 3000 rpm and 470 Nm torque between 1750-2500 rpm. The cylinder head consists of two parts and is made of aluminium – the lower part contains four valves for each combustion chamber and the two camshafts while the upper part houses the rocker arm frame with the roller rocker arms which have integrated hydraulic valve clearance adjustment.

The 6R80 transmission is widely used electronically controlled transmission since 2009. It is based heavily on the ZF 6HP26 transmission. Interestingly, ‘6’ signifies Six forward gears, ‘R’ for Rear wheel drive applications and ‘80’ for 800 Nm nominal max input torque capacity. The engine power reaches the transmission by a torque converter with an integral clutch. It uses 2 planetary gearsets to obtain the 6 forward and 1 reverse gear. It has dual overdrive in 5th and 6th gears and interestingly while 1st gear ratio is 4.171, Reverse is just 3.403. The final drive ratio is 3.73. It features torque converter lock-up capability in all 6 gears.

Crank the engine and it settles into a silent idle both inside and outside. On the move, the growl from the rising revs, though muted by the active noise cancellation, is music to ears. It is the sound you would associate with an American Muscle car. Compared to Pajero Sport, the engine sounds muted and refined even with windows down. None of the contenders from the Toyota stable come close in terms of silence and refinement.

Slot the gear in ‘D’ or ‘R’ and there is no hesitation in movement as soon as the brake pedal is released. In the city, the throttle feels a bit over sensitive as it is difficult to maintain a smooth rhythm in bumper to bumper traffic. On the open road, the well mated engine-transmission don’t let you down whatever you demand. The performance is so deceptive that driving it for the first time I needed to set the limiter to keep a check on the speed as before you know, it is crossing the ton mark in a manner which defies the bulk of mass on wheels.

Sedate and spirited drivers both would be happy as the transmission is always in the right gear for the moment. When driven sedately or in the city in the ‘D’ mode, the gearbox would not upshift unnecessarily and you even get engine braking when lifting of the throttle. Only on a rare occasion did the gearbox confuse and make a gear change while lifting off the throttle for braking. It seems the gearbox has a high stall ratio as there is no hesitation whatsoever when 2nd gear is manually selected in ‘S’ mode to move from a standstill. Infact, the latter overcomes the difficulty of oversensitive throttle in bumper to bumper traffic. Out on the highway with a light foot, the shifts are seamless and go unnoticeable. To overtake, with a light throttle input, the gearbox would continue with the same gear utilizing the might of the engine and torque converter reducing the unnecessary downshift–upshift process.

For the spirited drivers, there is ample performance on offer. Even in ‘D’ mode, the gearbox downshifts if the throttle commanded is beyond the scope of the torque converter alone. Then there is the ‘S’ mode which elevates the game to another level altogether. It keeps the engine in the powerband and hold the revs for longer. It is also eager to downshift as the slightest hint of demand.

There is an option to change gears manually in ‘S’ mode. Push the lever forward to downshift and pull the lever to upshift. The drivetrain responds to the commanded gear instantaneously. It is good to use this mode if you want even more engine braking. The engaged gear is displayed in this mode only and any shift with which the vehicle cannot comply with starts blinking.

The adaptive recognition algorithm of the gearbox works truly like a charm and it is always in the right gear as if the same had been commanded manually.

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Ride and Handling: I mentioned in the start that even with all the test drives, we found the ride to be a bit bouncy. It is nothing as compared to even the new Fortuner but evidently more than the Pajero Sport, especially at the rear. During the PDI, I noticed that the workshop had nitrogen filling machine and got them to change the same with pressures set to 32 PSI – an average of Ford recommended for normal (30 PSI) and ECO (35 PSI). The change in ride at 32 PSI was a revelation. Gone is the bounciness of rear and the ride is much more comfortable almost matching the Pajero Sport. I can only conclude that the test drive vehicles had over inflated pressures.

The ride improves with speed and there is no denying the fact that it betters the Pajero Sport for comfort if a bit higher speed is maintained. Go over a pothole at 20 kmph and it feels sharper. Try it again at 40 kmph and you don’t even know it was there. Also, the silence with which the suspension does it’s job is commendable. In the Pajero Sport, you can hear even the various thuds when crossing over expansion joints so much louder but in the Endeavour, you absolutely get to hear nothing from the suspension.

On the highway, the long wheelbase helps and you experience less of the long wave bounce. The anti roll bars at front and rear with watt’s link at the rear help keeping body roll in check. The latter has a huge affect on giving the feel of a connected rear end and not the one that is all over the place. Also, the Electronic Stability Control (ESC) has Roll Stability Control and Curve Control and depending on the situation, it has the ability to engage / disengage the rear electronically locking differential.

The Electronic power steering is a delight to use and that is the first thing to be noticed when I switch between Endeavour and the Pajero Sport. The difference just cannot be expressed in words. It is lighter than even my Honda Jazz at parking speeds and weighs-up nicely as speeds increase. The lightness of the steering at city speeds masks the sheer size of the Endeavour and out on the highway, it feels equally at home giving enough confidence.

Braking is handled by discs all around. They offer good bite and can shed speeds in a manner better than the Pajero Sport. The braking action is linear however the pedal travel is a bit longer. Panic situations are handled well by the usual driver aids and you do not find any loss of grip from the massive 265mm section tyres. The Hill Start Assist activates automatically on any slope and is a great tool for holding the vehicle from rolling back for a couple of seconds after releasing the brake pedal.

Front suspension

Rear suspension

Side view of the Watt’s linkage

4WD – Equipped with the Terrain Management System having 4 modes (Ford was the parent company of Land Rover when Terrain Response System was introduced), the driveline is permanent 4x4 with rear bias (60:40). There is no lockable mode for the transfer-case and the torque is varied by the electronics judging on the best possible response for the situation based on the grip levels from the tyres. The ground clearance of 225mm (unladen) with water wading depth of 800mm (provided constant speed of no more than 7 kmph is maintained) are highest in the segment. There is the low ratio in the transfer case with a ratio of 2.48:1 which can surprisingly be engaged only in Normal and Rock modes only. The rear differential is electronically locking type which can be manually locked-up in off-road situations or can be automatically engaged / disengaged by the Terrain Response System.

The Terrain Management System is equipped with 4 modes:
a. Normal Mode: There is standard torque split of 60:40 in this mode and should be used on hard road surfaces. The Low ratio can be activated in this mode. The electronic locking differential can be locked but will automatically disengage once the speed crosses 32 kmph.

b. Mud/Snow Mode: This mode should be used where a firm surface is covered with loose or slippery material. Among others, this mode alters the throttle response which becomes dull to combat wheelspin. Also, the gear selection is altered to reduce wheelspin with early upshifts and delayed downshifts. The electronic locking differential can be locked till 32 kmph but will automatically disengage once the speed crosses 41 kmph.

c. Sand Mode: This mode should be used in deep sand or deep mud. This mode increases pedal sensitivity contrary to Mud/Snow mode, this allows for more wheelspin in the interest of maintaining momentum. The upshifts are delayed and downshifts are early. The electronic locking differential will automatically engage at speeds below 90 kmph and disengage above 100 kmph.

d. Rock Mode: To enter this mode, Low range must be selected as this mode cannot be used in High range. With reduced throttle response, this mode gives focuses on low speed control and holds onto 1st gear for longer.

Interestingly, shifting to 4L will deactivate engine traction control but brake traction control remains active while switching ON the electronic locking differential will turn the Traction Control off.

The Hill Descent Control (HDC) operates with ESC while descending slopes. Once activated, the HDC allows for descend speed to be increased or decreased via the cruise control buttons. With this activated, the user can focus on the manoeuvring part.

The rear end of driveline with visible Fuel Tank protection

The front end of driveline with visible sump guard but missing protection for Transmission Oil pan

The Terrain Management System mode selection dial with HDC button in the centre

Bottom right two buttons for electronically locking rear differential and 4x4 LOW

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The Good:G1 – Masculine looks.G2 – Fantastic drivetrain.G3 – Feature rich.G4 – Safety kit on offer.G5 – If Ford’s service campaign is to go by, it should be relatively easy on the pocket to maintain.

The Bad:B1 – While the slow speed ride is better than the competition, it could have been better in comparison to the Pajero Sport.B2 – The keyfob even in it’s current avatar could have been better (got mine with scratches all over it).

The Ugly:U1 – Being in the news every month for all the wrong reasons (changes in price, variants, features).

Honoured Member

AG, That's one stunning review of an equally strong & stunning SUV. The detailing you have done deserves 5 stars. Many congrats on the new beast and thanks for sharing a review which is as good as an official review.

That's one stunning review of an equally strong & stunning SUV. The detailing you have done deserves 5 stars. Many congrats on the new beast and thanks for sharing a review which is as good as an official review.